JP2015171824A - Control system of vehicle head lamp - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a control system of a vehicle head lamp by which light distribution control function is not felt annoying.SOLUTION: A control system of a vehicle head lamp includes: a lamp unit 10; a sensor 51 which acquires information of a front of a vehicle; a light distribution control part 61 which carries out light distribution control of changing light distribution formed by the lamp unit 10 in response to a signal from the sensor 51; counters 41, 42 which acquire at least one of a traveling distance L of the vehicle, an accumulated use time of the vehicle or the lamp unit, and the accumulated number of use times N of the vehicle or the lamp unit. The light distribution control part slows down the light distribution control in response to an increase of the traveling distance L, the accumulated use time, or the accumulated number of use times N.

Description

  The present invention relates to a control system for controlling the light distribution of a vehicle headlamp.

  Illuminates the traveling direction of the vehicle when driving on curved roads (AFS: Adaptive Front-lighting System), and detects the situation around the vehicle with various sensors to form a light distribution pattern that is optimal for the situation around the vehicle (ADB: Adaptive Driving) A vehicle lamp equipped with a light distribution control function such as “Beam” has been proposed (see Patent Document 1).

JP 2011-31807 A

  For example, when the front vehicle changes lanes, the light distribution pattern changes greatly according to the position of the front vehicle, or the light distribution pattern changes abruptly. The driver moves his / her line of sight to follow the irradiation area, so that if the driver is driving for a long time or if these functions are used for a long time, the driver gets tired by these functions or functions May feel annoying. However, if these functions are set conservatively, these functions cannot be fully exhibited. On the other hand, even if the degree of light distribution control is set in accordance with the preference of a specific driver, it may be difficult for other drivers to accept this degree of light distribution control.

  Accordingly, an object of the present invention is to provide a control system for a vehicle headlamp that does not make the light distribution control function feel bothersome.

In order to solve the above problems, the present invention provides the following means.
(1) a lamp unit capable of changing the light distribution formed in front of the lamp;
A sensor for acquiring information ahead of the vehicle;
A light distribution control unit that performs light distribution control to change the light distribution formed by the lamp unit according to a signal from the sensor;
A counter that obtains at least one of a travel distance of the vehicle, a cumulative use time of the vehicle or the lamp unit, and a cumulative use count of the vehicle or the lamp unit;
The vehicle light distribution control system, wherein the light distribution control unit slows down the light distribution control in accordance with an increase in the travel distance acquired from the counter, the cumulative usage time, or the cumulative usage count. .

(2) In the control system for a vehicle headlamp,
The counter counts the accumulated usage time in one driving of the vehicle,
The light distribution control unit may slow down the light distribution control in accordance with an increase in the cumulative usage time in one run acquired by the counter.

(3) In the control system for a vehicle headlamp,
The lamp unit includes a swivel mechanism that rotates its optical axis in the left-right direction,
The light distribution control unit drives the swivel mechanism in a range of a maximum swivel angle according to a signal from the sensor,
The light distribution control unit may decrease the maximum swivel angle of the swivel mechanism in accordance with the increase in the travel distance, the cumulative use time, or the cumulative use count acquired from the counter.

  According to the vehicle headlamp control system of the present invention, the light distribution control function can be fully utilized in the initial stage of use of the vehicle. Moreover, when time passes after using a vehicle, light distribution control becomes slow, and a driver | operator's troublesomeness can be reduced. Further, since the control is gradually slowed down, it is difficult for any driver to feel annoying the light distribution control function.

It is a schematic sectional drawing which shows the example of the vehicle headlamp used for one Embodiment of the control system of the vehicle headlamp which concerns on this invention. It is a front view of the shade mechanism mounted in the vehicle headlamp shown in FIG. It is a schematic diagram which shows the example of the light distribution pattern formed with the vehicle headlamp shown in FIG. It is a block diagram which shows an example of the control system of the vehicle headlamp which concerns on embodiment of this invention. It is a flowchart which shows the control which a light distribution control part performs. It is a figure which shows the characteristic light distribution pattern formed by each light distribution control. It is a flowchart of 1st initial stage light distribution control. It is a flowchart of medium term light distribution control. It is a flowchart of late light distribution control. It is a flowchart of the control which concerns on the modification of this invention.

  Hereinafter, an example of an embodiment of a control system for a vehicle headlamp according to the present invention will be described with reference to the drawings.

  FIG. 1 is a schematic cross-sectional view showing the internal structure of a vehicle headlamp 210 used in a control system according to an embodiment of the present invention. A vehicle headlamp 210 shown in FIG. 1 is a light distribution variable type headlamp arranged on the left and right in the vehicle width direction of the vehicle, and its structure is substantially the same on the left and right.

  The vehicle headlamp 210 includes a lamp body 212 having an opening in front of the vehicle, and a transparent cover 214 that covers the opening of the lamp body 212. A lamp chamber 216 formed by the lamp body 212 and the transparent cover 214 houses the lamp unit 10 that irradiates light in the forward direction of the vehicle. The lamp unit 10 includes a base 11, a high beam light source (a part of an optical system that irradiates a high beam) 12, a low beam light source 13, a high beam reflector (a part of an optical system that irradiates a high beam) 14, and a low beam reflector 15. A projection lens (a part of an optical system for irradiating a high beam) 16, a shade mechanism 20, and a swivel mechanism 30.

  The high beam light source 12 is attached to the base 11 with its light emitting surface facing downward, and light from the high beam light source 12 is reflected forward of the vehicle by a high beam reflector 14 attached to the base 11 so as to face the high beam light source 12. The low beam light source 13 is attached to the base 11 with the light emitting surface facing upward. The light from the low beam light source 13 is reflected forward of the vehicle by the low beam reflector 15 attached to the base 11 so as to face the low beam light source 13. The reflected light from the high beam reflector 14 and the low beam reflector 15 is projected forward of the vehicle along the optical axis Ax of the lamp through the projection lens 16 made of a convex lens.

  The high beam light source 12 and the low beam light source 13 may employ, for example, a semiconductor light emitting element (LED), a halogen lamp using halogen gas, a discharge lamp using arc discharge (so-called HID lamp: High Intensity Discharge Lamp), or the like. it can. In the example of FIG. 1, an example in which the high beam light source 12 and the low beam light source 13 are configured by LEDs is shown. The high beam reflector 14 and the low beam reflector 15 are elliptical reflecting surfaces.

  In the vicinity of the rear focal point F of the projection lens 16, a shade mechanism 20 that can block part of the light from the high beam light source 12 and the low beam light source 13 is provided. As the shade mechanism 20, the mechanism shown in FIG. 2 can be employed.

  As shown in FIG. 2, the shade mechanism 20 meshes with a frame 21, a pair of gear units 22 a and 22 b connected to an actuator such as a DC motor, and the gear units 22 a and 22 b so as to be rotatable on the frame 21. A pair of light-shielding members 23 a and 23 b attached and a fixed light-shielding plate 24 provided above the frame 21 are provided.

  A light transmitting space S is formed between the frame 21 and the fixed light shielding plate 24, and light from the high beam light source 12 and the low beam light source 13 passes through the light transmitting space S and enters the projection lens 16. The light shielding portions of the light shielding members 23a and 23b are rotated so as to enter the light transmitting space S, and a part of light from the high beam light source 12 and the low beam light source 13 can be shielded.

  Further, as shown in FIG. 1, a swivel mechanism 30 that rotates the optical axis of the lamp unit 10 to the left and right is provided on the lower surface of the lamp unit 10. The swivel mechanism 30 includes a swivel actuator 31, and a rotation shaft thereof is fixed to a rotary bearing 31 a provided at a lower portion of the base 11 of the lamp unit 10. The swivel actuator 31 is controlled by a light distribution control unit 61, which will be described later, and determines the optical axis Ax of the lamp unit 10 based on the relationship between the relative positions of the preceding vehicle and the own vehicle, the steering amount data when traveling on a curved road, and the like. By turning left and right, it is possible to irradiate light to areas other than the front of the vehicle and improve visibility.

  The swivel actuator 31 is fixed to the unit bracket 224. A leveling adjustment mechanism 226 fixed to the lamp body 212 is connected to the unit bracket 224. The leveling adjustment mechanism 226 includes a feed screw mechanism and the like, and the direction of the optical axis of the lamp unit 10 can be adjusted up and down by adjusting the leveling adjustment mechanism 226.

  FIGS. 3A to 3E are diagrams showing light distribution patterns that can be formed by the left and right vehicle headlamps 210. 3A to 3E show light distribution patterns formed on a virtual vertical screen disposed at a position 25 m ahead of the vehicle headlamp 210. FIG.

  In the vehicle headlamp 210, as shown in FIGS. 3B, 3C, 3D and 3E, the light from the high beam light source 12 irradiates above the horizontal cut-off line CL, and the low beam light source 13 From the horizontal cut-off line CL. The light distribution control unit 61 described later controls which region of the light from the high beam light source 12 and the low beam light source 13 is blocked by the shade mechanism 20.

  As a result, the vehicle headlamp 210 has a high beam irradiation mode in which the entire irradiation possible area in front of the vehicle is an irradiation area, and a left area in which the area above the horizontal cutoff line CL and the right side of the left vertical cutoff line LCL is the non-irradiation area. Either irradiation mode, right irradiation mode in which the area above the horizontal cutoff line CL and the left side of the right vertical cutoff line RCL is a non-irradiation area, or low beam irradiation mode in which the area above the horizontal cutoff line CL is a non-irradiation area Can be selected.

  FIG. 3A shows a low beam light distribution pattern LoC. This light distribution pattern is irradiated only below the horizontal cut-off line CL so that glare is not given to the preceding vehicle, the oncoming vehicle (hereinafter also referred to as the forward vehicle) or the pedestrian when traveling in an urban area. Yes. This light distribution pattern is obtained by setting the shade mechanism 20 of the left and right lamp units 10 to the low beam irradiation mode, turning on only the low beam light source 13, and turning off the high beam light source 12.

  FIG. 3B shows a high beam light distribution pattern HiC, which is a light distribution pattern that maximizes the driver's forward field of view. This light distribution pattern is obtained by setting the shade mechanism 20 of the left and right lamp units 10 to the high beam irradiation mode and turning on the high beam light source 12 and the low beam light source 13.

  FIG. 3C shows the left high beam light distribution pattern HiCL. This light distribution pattern is suitable for the case where there is no preceding vehicle or pedestrian on the lane side and there is an oncoming vehicle or pedestrian on the opposite lane side, and improves the driver's forward visibility. On the other hand, it is designed not to give glare to pedestrians in oncoming vehicles and oncoming lanes.

  The left high beam light distribution pattern HiCL is a left high beam light distribution pattern HiL, which is an example of a partial light blocking light distribution pattern formed by the left vehicle headlamp 210, and a low beam light distribution formed by the right vehicle headlamp 210. It is formed by synthesizing with the pattern LoR. The left high beam light distribution pattern HiL is formed by setting the shade mechanism 20 of the left vehicle headlamp 210 to the left irradiation mode and turning on the high beam light source 12 and the low beam light source 13. The low beam light distribution pattern LoR is formed by setting the shade mechanism 20 of the right vehicle headlamp 210 to the low beam irradiation mode and turning on the low beam light source 13.

  FIG. 3D shows the right high beam light distribution pattern HiCR. This light distribution pattern is suitable for the case where there is a preceding vehicle or pedestrian on the lane side and there is no oncoming vehicle or pedestrian on the opposite lane side, improving the driver's forward visibility. In order to prevent glare from pedestrians and pedestrians in their own lanes.

  The right high beam light distribution pattern HiCR is a right high beam light distribution pattern HiR, which is an example of a partial light blocking light distribution pattern formed by the right vehicle headlamp 210, and a low beam light distribution formed by the left vehicle headlamp 210. It is formed by synthesizing the pattern LoL. The right high beam light distribution pattern HiR is formed by setting the shade mechanism 20 of the right vehicle headlamp 210 to the right irradiation mode and turning on the high beam light source 12 and the low beam light source 13. The low beam light distribution pattern LoL is formed by setting the shade mechanism 20 of the left vehicle headlamp 210 to the low beam irradiation mode and turning on the low beam light source 13.

  FIG. 3E shows a split light distribution pattern HiSP. This light distribution pattern is suitable for when there is a forward vehicle at least on the own lane and no pedestrians are on the own lane or on the opposite lane, and driving while suppressing glare on the preceding vehicle It is for improving a person's visibility.

  The split light distribution pattern HiSP is formed by combining the left high beam light distribution pattern HiL formed by the left vehicle headlamp 210 and the right high beam light distribution pattern HiR formed by the right vehicle headlamp 210. Is done. A non-irradiation region is formed between the left vertical cut-off line LCL of the left high beam light distribution pattern HiL and the right vertical cut off line RCL of the right high beam light distribution pattern HiR. By controlling the swivel mechanism 30, the direction of the optical axis Ax of the lamp unit 10 on both the left and right sides is turned in the left-right direction, and the left vertical cut-off line LCL is set so that the detected front vehicle is located in the non-irradiation region. The position of the right vertical cut-off line RCL is adjusted.

  In the above-described embodiment, the light distribution pattern used in the area where the traffic regulations are on the left-hand traffic has been described as an example. However, in the area where the traffic regulations are on the right-hand traffic, the vehicle can be reversed by reversing the cut-off line horizontally. A headlight can be used.

  FIG. 4 is a control block diagram of the control system for a vehicle headlamp according to the present embodiment. This control system includes the left and right vehicle headlamps 210 described above, the vehicle detection unit 50 to which the output of the camera 51 is input, the odometer 41 and the usage counter 42 as counters, and the outputs of these inputs. The integrated control unit 60 is provided. These may be mounted on the vehicle main body or may be mounted on the vehicle headlamp 210. The integrated control unit 60 can be mounted as a function of the vehicle ECU. The odometer 41 acquires the cumulative number of mileage of the vehicle, and the usage counter 42 acquires the cumulative number of times the vehicle headlamp 210 is used.

  The integrated control unit 60 includes a light distribution control unit 61 that sets the irradiation mode of the left and right lamp units 10 in order to obtain a desired light distribution pattern. The integrated control unit 60 is connected to a high beam power source 71 that supplies power to the high beam light sources 12 of the left and right lamp units 10, and can switch the left and right high beam light sources 12 on and off.

  Moreover, the vehicle detection part 50 analyzes the imaging data from the camera 51, detects whether a front vehicle exists ahead of the own vehicle, and also detects the position when it exists, and the integrated control part 60. The detection of the vehicle ahead is not limited to the analysis of the imaging data of the camera 51, and can be detected by, for example, a sensor using millimeter waves or infrared rays. Moreover, the vehicle detection part 50 can recognize it as a position of the edge part of the width direction of a preceding vehicle by detecting the position of the lamp of a preceding vehicle, or the actual width end position.

  By the way, among the plurality of light distribution patterns described in FIG. 3A to FIG. 3E, the split light distribution pattern HiSP can illuminate a wide area without giving glare to the preceding vehicle. For this reason, it is preferable to switch to another light distribution pattern as necessary while forming the split light distribution pattern HiSP as much as possible.

  Therefore, the light distribution control unit 61 switches a plurality of light distribution patterns as follows. FIG. 5 is a flowchart of light distribution control executed by the light distribution control unit 61. FIG. 6A is a diagram showing a characteristic light distribution pattern formed by the first initial light distribution control C1. FIG. 6B is a diagram showing a characteristic light distribution pattern formed by the second initial light distribution control C2. FIG. 6C is a diagram showing a characteristic light distribution pattern formed by the medium-term light distribution control C3. FIG. 6D is a diagram illustrating a characteristic light distribution pattern formed by the late light distribution control C4. FIG. 7 is a flowchart of the first initial light distribution control C1. FIG. 8 is a flowchart of the medium-term light distribution control C3. FIG. 9 is a flowchart of the late light distribution control C4.

  First, as shown in FIG. 5, the light distribution control unit 61, the accumulated use count N of the vehicle headlamp 210 acquired by the use count meter 42, and a preset first threshold value N <b> 1 related to the accumulated use count N are obtained. Are compared (step S1). If the cumulative use count N is less than the first threshold N1 (step S1: Yes), the light distribution control unit 61 sets the maximum swivel angle Smax to 10 ° (step S4), and the initial light distribution control C1 shown in FIG. I do.

  As shown in FIG. 7, as the first initial light distribution control C <b> 1, first, the light distribution control unit 61 first confirms that the vehicle ahead is present and no pedestrian is present by the vehicle detection unit 50, so that the vehicle ahead is not irradiated. A split light distribution pattern HiSP is formed so that the region is positioned (step S11). Next, when the movement of the front vehicle is detected by the vehicle detection unit 50 (step S12: Yes), the movement angle of the front vehicle is compared with the maximum swivel angle Smax (step S13).

  When the vehicle detection unit 50 detects that the preceding vehicle has moved within the range of the maximum swivel angle Smax set to 10 ° of the vehicle headlamp 210 (step S13: Yes), the light distribution control unit 61 Maintains the split light distribution pattern HiSP while swiveling the optical axis Ax of the vehicle headlamp 210 (step S14).

  In step S14, the light distribution control unit 61 drives the swivel mechanism 30, as shown in FIG. 6A, so that the light from the vehicle headlamp 210 is positioned so that the preceding vehicle is located in the non-irradiation region. The axis Ax is turned within the range of the maximum swivel angle Smax. That is, the light distribution control unit 61 drives the swivel mechanism 30 in the range of the maximum swivel angle Smax according to the signal from the vehicle detection unit 50.

  On the other hand, when the vehicle detection unit 50 detects that the preceding vehicle has moved beyond the range of the maximum swivel angle Smax set to 10 ° of the vehicle headlamp 210 (step S13: No), the light distribution The controller 61 does not drive the swivel mechanism 30 and switches from the split light distribution pattern HiSP to another light distribution pattern (step S15).

  In step S15, for example, when the preceding vehicle moves to the left beyond the range of the maximum swivel angle Smax, the split light distribution pattern HiSP is switched to the right high beam distribution pattern HiCR, and the preceding vehicle changes the range of the maximum swivel angle Smax. When it moves beyond the right side, the split light distribution pattern HiSP is switched to the left high beam light distribution pattern HiCL.

  That is, in the first initial light distribution control C1, when the preceding vehicle moves within the range of the maximum swivel angle Smax set to 10 °, the split light distribution pattern HiSP is formed, and the swivel mechanism 30 is set to the maximum swivel angle Smax. Drive within the range to illuminate a wide range without glare on the vehicle ahead. Further, when the preceding vehicle moves beyond the range of the maximum swivel angle Smax, the right high beam light distribution pattern HiCR or the left high beam light distribution pattern HiCL is formed so as not to give glare to the preceding vehicle.

  Returning to FIG. 5, if the cumulative use number N is greater than or equal to the first threshold value N <b> 1 in step S <b> 1 (step S <b> 1: No), the light distribution control unit 61 relates to the vehicle travel distance L and travel distance acquired from the odometer 41. The threshold value L1 set in advance is compared (step S2). If the travel distance L is less than the threshold L1 (step S2: Yes), the light distribution control unit 61 sets the maximum swivel angle Smax to 5 ° (step S5), and performs the second initial light distribution control C2.

  This second initial light distribution control C2 differs only in that the maximum swivel angle Smax is lower than the maximum swivel angle Smax set in the first initial light distribution control C1. Thereby, as shown in FIG. 6B, the split light distribution pattern HiSP formed by the second initial light distribution control C2 is the split light distribution pattern HiSP formed by the first initial light distribution control C1 (see FIG. 6B). 6 (a)), the range to follow the movement of the vehicle ahead is made narrower. In this way, the light distribution control unit 61 slows the movement of the irradiation area according to the cumulative number N of times of use.

  Returning to FIG. 5 again, if the travel distance L is greater than or equal to the threshold L1 in step S2 (step S2: No), the light distribution control unit 61 is preset to a cumulative use count N and a value greater than the first threshold N1. The second threshold value N2 is compared (step S3). If the cumulative use number N is less than the second threshold value N2 (step S3: Yes), the light distribution control unit 61 performs medium-term light distribution control C2.

  As the medium-term light distribution control C3, the light distribution control unit 61 first detects the position of the vehicle ahead by the vehicle detection unit 50 as shown in FIG. 8 (step S21). When the preceding vehicle is located on the left side of the own vehicle (step S21: Yes), the light distribution control unit 61 forms the right high beam light distribution pattern HiCR (step S22). When the preceding vehicle is located on the right side of the host vehicle (step S21: No), the light distribution control unit 61 forms the left high beam light distribution pattern HiCL as shown in FIG. 6C. At this time, the light distribution control unit 61 does not drive the swivel mechanism 30 and does not move the direction of the optical axis Ax of the vehicle headlamp 210.

  As described above, in the medium-term light distribution control C3, control is performed so that the right side high beam light distribution pattern HiCR and the left side high beam light distribution pattern HiCL are switched, and the split light distribution pattern HiSP is not formed. 210 is not swiveled.

  Therefore, according to the medium-term light distribution control C3, the light distribution pattern is not switched only by a slight change in the position of the vehicle ahead, and the light distribution pattern changes more frequently in the first initial light distribution control C1 and the second initial light distribution control C2. There is nothing to do. Therefore, the change in the light distribution pattern is slower in the medium-term light distribution control C3 than in the first initial light distribution control C1 and the second initial light distribution control C2.

  Returning to FIG. 5 again, if the cumulative number N of times of use is greater than or equal to the second threshold N2 in step S3 (step S3: No), the light distribution control unit 61 executes the late light distribution control C4 shown in FIG. The late light distribution control C4 continues to form the low beam light distribution pattern LoC regardless of the position of the vehicle ahead as shown in FIG. 6 (d).

  That is, in the latter-stage light distribution control C4, the movement of the non-irradiation region at the time of the split light distribution pattern HiSP and the switching between the right high beam light distribution pattern HiCR and the left high beam light distribution pattern HiCL do not occur. Therefore, unlike the first initial light distribution control C1, the second initial light distribution control C2, and the medium-term light distribution control C3, the light distribution pattern does not change.

  As described above, according to the control system for the vehicle headlamp 210 according to the present embodiment, the light distribution control is blunted according to the cumulative number of times of use N and the travel distance L. That is, the light distribution control unit 61 narrows the range following the movement of the vehicle ahead when the cumulative number of times N is equal to or greater than the first threshold value N1 (second initial light distribution control C2), or the travel distance L is the threshold value. The split light distribution pattern HiSP is not used when it becomes L1 or more (medium-term light distribution control C3), or only the low beam light distribution pattern LoC is formed when the cumulative number of uses N becomes the second threshold N2 or more. (Late light distribution control C4).

  Since the first initial light distribution control C1 is a control method for maintaining the split light distribution pattern HiSP as much as possible, a wide range is irradiated and the visibility is excellent. However, since the non-irradiation area moves in accordance with the movement of the vehicle ahead, the driver feels uncomfortable, or the line of sight moves as the irradiation range of the vehicle headlamp 210 moves. In particular, when such first initial light distribution control C1 is continued for a long time, the driver may feel annoying a control method in which the light distribution control frequently changes.

  Therefore, as in the embodiment described above, the split light distribution pattern HiSP is actively used immediately after purchasing a new vehicle by slowing down the light distribution control according to the cumulative number of times of use N and the travel distance L. Thus, the driver can be provided with a wide irradiation area, and the driver can be satisfied with the newly purchased vehicle by impressing the driver with high-quality light distribution control. Furthermore, after purchasing the vehicle, the annoyance can be reduced by slowing down the light distribution control that makes the user feel annoying according to the travel distance or the number of times of use.

  As mentioned above, although this invention was demonstrated using the embodiment, the technical scope of this invention is not limited to the range as described in the said embodiment. It will be apparent to those skilled in the art that various modifications and improvements can be made to the above-described embodiment.

  Moreover, although the above-mentioned embodiment gave and demonstrated the example which slows light distribution control in the long term according to the driving distance L by monitoring the driving distance L of the vehicle which increases according to a year and month, The invention may slow down the light distribution control even in the short term.

  Specifically, the light distribution control may be changed in a short time in a single running of the vehicle. FIG. 10 is a flowchart of the control executed by the control system for the vehicle headlamp 210 according to the modification of the present invention. In this control system, the usage time T from when the vehicle headlamp 210 is turned on is obtained by the usage hour meter 43 (see FIG. 4), and the light distribution control is slowed down based on this usage time T. Let

  As shown in FIG. 10, first, the output of the lamp lighting switch or the like is monitored, and the usage time T from when the vehicle headlamp 210 is turned on is obtained from the usage time meter 43. The light distribution control unit 61 compares the usage time T with a predetermined first threshold T1 (for example, 10 minutes) (step S101). If the usage time T is less than the first threshold T1 (step S101: Yes), the light distribution control unit 61 sets the maximum swivel angle Smax to 10 ° (step S104), and the initial light distribution control C1 shown in FIG. Execute.

  On the other hand, if the usage time T of the vehicle headlamp 210 is equal to or longer than the first threshold value T1 in step S101 (step S101: No), the light distribution control unit 61 then uses the usage time T and the first threshold value T1. Is also compared with a second preset second threshold value T2 (for example, 1 hour) (step S102). If the usage time T is less than the second threshold T2 (step S102: Yes), the light distribution control unit 61 sets the maximum swivel angle Smax to 5 ° (step S105), and executes the second initial light distribution control C2. .

  In step S102, when the usage time T of the vehicle headlamp 210 is longer than the second threshold T2 (step S102: No), the light distribution control unit 61 executes the medium-term light distribution control C2.

  In this way, according to the usage time T, the first initial light distribution control C1 is switched to the second initial light distribution control C2, or the second initial light distribution control C2 is switched to the medium-term light distribution control C3. Light control may be blunted. According to this configuration, since the light distribution control is slowed down when a single run takes a long time, it is possible to reduce the troublesomeness felt by the driver during a long-time driving.

  In the above-described embodiment, the light distribution control is blunted in four stages from the first initial light distribution control C1 to the late light distribution control C4. However, the light distribution control is blunted in three stages as in the modification. Alternatively, it may be slowed down in two stages. For example, the second-stage light distribution control C4 may be executed next to the first initial light-distribution control C1. In addition, the light distribution control may be slowed in four or more stages.

  In addition, the first threshold value N1 and the second threshold value N2 are set for the cumulative number of times N of the vehicle headlamp 210 and the threshold value L1 is set for the travel distance L. However, the present invention is not limited to this example. . Thresholds may be set in multiple stages with respect to the cumulative number of times of use N and travel distance L.

  Further, as an index for slowing down the light distribution control, the cumulative number N of times of use of the vehicle headlamp 210, the travel distance L, and the cumulative usage time T of the vehicle headlamp 210 have been taken up. The number of uses, the cumulative use time of the vehicle, the use count of the vehicle control system, the cumulative movement angle of the swivel angle, and the like may be taken up, and the light distribution control may be slowed according to these increases. Moreover, although the example which makes the light distribution control blunt by combining the cumulative use number N and the travel distance L has been described, the light distribution pattern may be blunted independently, or two or more indices May be combined to slow down the light distribution control.

  Further, as in the example described above, the light distribution control may be slowed down by increasing the time required for the change of the light distribution pattern without switching the light distribution pattern control method. For example, in the above-described embodiment, according to the travel distance L and the like, in the first initial light distribution control C1, the swivel speed of the optical axis Ax of the vehicle headlamp 210 is set to be slow and slowly according to the movement of the preceding vehicle. And move the irradiation range. This also slows down the light distribution control, so that bothering can be reduced.

  Further, as an example of slowing down the light distribution control, an example of slowing down the light distribution pattern control (ADB: Adaptive Driving Beam) that increases forward visibility as much as possible without giving glare to the preceding vehicle has been described. It is not limited to this example.

  For example, the present invention may be applied to an AFS (Auto Front-lighting System) that illuminates the front in the traveling direction when traveling on a curved road. In this case, the angle range in which the vehicle headlamp 210 is directed in the traveling direction can be narrowed according to the travel distance, the accumulated usage time, and the accumulated usage count. Thereby, according to a travel distance, use time, and the frequency | count of use, the movement amount of the irradiation area of the irradiation area by AFS is reduced, and annoyance is reduced.

Or you may apply this invention to the control which switches automatically the low beam light distribution pattern LoC and the high beam light distribution pattern HiC according to a front vehicle. This control is performed by switching to the low beam light distribution pattern LoC when the front vehicle is detected when the high beam light distribution pattern HiC is formed, and when the front vehicle is not detected for a predetermined time when the low beam light distribution pattern LoC is formed. Switch to HiC.
When the present invention is applied to this control, a predetermined time serving as a reference when switching from the low beam light distribution pattern Loc to the high beam light distribution pattern HiC is set longer according to the travel distance or the like. Thereby, it is suppressed that a light distribution pattern changes frequently, and annoyance is reduced.

  Obviously, the above-described plurality of controls may be combined.

10: Lamp unit, 12: High beam light source, 13: Low beam light source, 16: Projection lens, 20: Shade mechanism, 30: Swivel mechanism, 41: Odometer (counter), 42: Count counter (counter), 43: Usage meter (counter), 50: vehicle detection unit, 51: camera (sensor), 60: integrated control unit, 61: light distribution control unit, 210: vehicle headlamp, Smax: maximum swivel angle

Claims (3)

A lamp unit that can change the light distribution formed in front of the lamp, and
A sensor for acquiring information ahead of the vehicle;
A light distribution control unit that performs light distribution control to change the light distribution formed by the lamp unit according to a signal from the sensor;
A counter that obtains at least one of a travel distance of the vehicle, a cumulative use time of the vehicle or the lamp unit, and a cumulative use count of the vehicle or the lamp unit;
The vehicle light distribution control system, wherein the light distribution control unit slows down the light distribution control in accordance with an increase in the travel distance acquired from the counter, the cumulative usage time, or the cumulative usage count. . The counter counts the accumulated usage time in one driving of the vehicle,
2. The vehicular headlamp according to claim 1, wherein the light distribution control unit blunts the light distribution control in accordance with an increase in the cumulative usage time in one run acquired by the counter. Control system. The lamp unit includes a swivel mechanism that rotates its optical axis in the left-right direction,
The light distribution control unit drives the swivel mechanism in a range of a maximum swivel angle according to a signal from the sensor,
The light distribution control unit decreases the maximum swivel angle of the swivel mechanism according to an increase in the travel distance, the cumulative use time, or the cumulative use count acquired from the counter. 3. A control system for a vehicle headlamp according to 2.

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